Six Stroke Engines – Velozeta Mod 2018-2019

CHAPTER 1
INTRODUCTION

The term six stroke engine describes two different approaches in the internal
combustion engine, developed since the 1990s, to improve its efficiency and reduce emissions

In the first approach, the engine captures the waste heat from the four stroke Otto cycle
or Diesel cycle and uses it to get an additional power and exhaust stroke of the piston in the
same cylinder. Designs either use steam or air as the working fluid for the additional power
stroke. As well as extracting power, the additional stroke cools the engine and removes the need
for a cooling system making the engine lighter and giving 40% increased efficiency over the
normal Otto or Diesel Cycle. The pistons in this six stroke engine go up and down six times for
each injection of fuel. These six stroke engines have 2 power strokes: one by fuel, one by steam
or air. The currently notable six stroke engine designs in this class are the Crower's six stroke
engine, invented by Bruce Crower of the U.S.A; the Bajulaz engine by the Bajulaz S A
company, of Switzerland; and the Velozeta’s Six-stroke engine built by the College of
Engineering, at Trivandrum in India.

The second approach to the six stroke engine uses a second opposed piston in each
cylinder which moves at half the cyclical rate of the main piston, thus giving six piston
movements per cycle. Functionally, the second piston replaces the valve mechanism of a
conventional engine and also it increases the compression ratio. The currently notable six stroke
engine designs in this class include two designs developed independently: the Beare Head
engine, invented by Australian farmer Malcolm Beare, and the German Charge pump, invented
by Helmut Kottmann.

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CHAPTER 2

SYMBOLS USED

1. TFC:- Total fuel consumption in Kg/Hr

2. SFC:- Specific fuel consumption in Kg/Kwhr

3. BP:- Brake power in Kw

4. TDC:- Top dead center

5. BDC:- Bottom dead center

6. IVO:- Inlet valve opening

7. IVC:- Inlet valve closing

8. EVO:- Exhaust valve opening

9. EVC:- Exhaust valve closing

10. N:- Engine speed at final drive shaft to the wheel in rpm

11. P :- Load in Kg

12. T:- Time for 10 cc fuel consumption

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CHAPTER 3

HISTORY OF SIX STROKE ENGINES

As mentioned earlier there are two approaches to study about six stroke engines, i.e.,
first and second. There are four types of engine comes under the first category of six stroke
engines and two types of engine come under the second category.

3.1 First Category

The engines coming under this category are

3.1.1 Griffin six stroke engine

Griffin engine was the first six stroke engine developed in the world. It is developed by
the engineer Samuel Griffin in 1883. In 1886 Scottish steam locomotive makers found a future
in Griffin’s engine and they licensed the Griffin patents also marketed the engine under the
name ‘Kilmarnock’. They used this engine mainly for electric power generation. Only two
known examples of a Griffin six-stroke engines survive today. One is in the Anson engine
museum. The other was built in 1885 and for some years was in the Birmingham Museum of
Science and Technology, but in 2007 it returned to Bath and the Museum of Bath at Work

3.1.2 Bajulaz six stroke engine

The Bajulaz Six Stroke Engine was invented in 1989 by the Bajulaz S A company,
based in Geneva, Switzerland. The Bajulaz six stroke engine is similar to a regular combustion
engine in design. There was however modifications to the cylinder head, with two
supplementary fixed capacity chambers, a combustion chamber and an air preheating chamber
above each cylinder. The combustion chamber receives a charge of heated air from the cylinder;
the injection of fuel begins, at the same time it burns which increases the thermal efficiency
compared to a burn in the cylinder. The high pressure achieved is then released into the cylinder
to work the power or expansion stroke. Meanwhile a second chamber which blankets the
combustion chamber has its air content heated to a high degree by heat passing through the
cylinder wall. This heated and pressurized air is then used to power an additional stroke of the
piston.
The advantages of the engine include reduction in fuel consumption by 40%, multi-fuel

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usage capability, and a dramatic reduction in pollution

3.1.3 Crower six stroke engine

This engine is invented by Bruce crower of California in USA in the year 2004. Bruce
Crower is actually a race car mechanic with his own workshop. In his six-stroke engine, power
is obtained in the third and sixth strokes. First four strokes of this engine are similar to a normal
four stroke engine and power is delivered in the third stroke. Just prior to the fifth stroke, water
is injected directly into the heated cylinder via the converted diesel engine's fuel injector pump.
The injected water absorbs the heat produced in the cylinder and converts into superheated
steam, which causes the water to expand to 1600 times its volume and forces the piston down
for an additional stroke i.e. the second power stroke. The phase change from liquid to steam
removes the excess heat of the engine.
As a substantial portion of engine heat now leaves the cylinder in the form of steam, no
cooling system radiator is required. Energy that is dissipated in conventional arrangements by
the radiation cooling system has been converted into additional power strokes. In Crower's
prototype, the water for the steam cycle is consumed at a rate approximately equal to that of the
fuel, but in production models, the steam will be recaptured in a condenser for re-use.

3.2 Second category

The engines coming under this category are

3.2.1 Beare Head six stroke engine

Malcolm Beare 47 year old Australian wheat farmer is the inventor of this six stroke
engine. Actually the name six stroke engines was introduced by Malcolm Beare. Beare created
an innovative hybrid engine, combining two-strokes in the top end with a four-stroke above the
middle portion. So by adding this four plus two equals six, he derived the name six stroke
engines.
Below the cylinder head gasket, everything is conventional, in his design. So one main
advantage is that the Beare concept can be transplanted to existing engines without any
redesigning or retooling the bottom end and cylinder. But the cylinder head and its poppet
valves get thrown away in this design. To replace the camshaft and valves, Beare used a short-
stroke upper crankshaft complete with piston, which is driven at half engine speed through the
chain drive from the engine. This piston moves against the main piston in the cylinder and if the
bottom piston comes four times upwards, upper piston will come downwards twice. The
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compression of charge takes place in between these two pistons. Much higher compression
ratios can be obtained in this engine. Malcolm used on his first six-stroke, based on a Honda
XL125 farm bike. Malcolm Beare claims his engine is 35% more economical at low
revs/throttle openings than an equivalent conventional engine and 13% less thirsty at high
rpm/full throttle.

3.2.2 Charge pump engine

In this engine, similar in design to the Beare head, a ‘piston charger’ replaces the valve
system. The piston charger charges the main cylinder and simultaneously regulates the inlet and
the outlet aperture leading to no loss of air and fuel in the exhaust. In the main cylinder,
combustion takes place every turn as in a two-stroke engine and lubrication as in a four-stroke
engine. Fuel injection can take place in the piston charger, in the gas transfer channel or in the
combustion chamber. It is also possible to charge two working cylinders with one piston
charger. The combination of compact design for the combustion chamber together with no loss
of air and fuel is claimed to give the engine more torque, more power and better fuel
consumption. The benefit of less moving parts and design is claimed to lead to lower
manufacturing costs. Good for hybrid technology and stationary engines. The engine is claimed
to be suited to alternative fuels since there is no corrosion or deposits left on valves. The six
strokes are: aspiration, pre-compression, gas transfer, compression, ignition and ejection.

3.2.3 Velozeta’s six stroke engine

Mechanical Engineering students of the college of Engineering in Trivandrum, in the
year 2006 made this six stroke engine as a part of their B.Tech project. After the completion of
the course they formed the company Velozeta with the help of state and central government.
They have got the patent of this engine also.
In Velozeta’s six stroke engine, a four-stroke Honda engine was experimentally altered
to build the six stroke engine.The first four strokes of this engine are just like a conventional
four stroke engine. The additional two strokes are for better scavenging and cooling of the
engine which is provided by a secondary air induction system.

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CHAPTER 4

VELOZETA’S SIX STROKE ENGINE

4.1 Theory
There is only a slight difference between Crower’s six stroke engine and Velozeta’s six
stroke engine. In the Crower’s six stroke engine and this engine, the first four stokes are the
same as a conventional four stroke engine. In Crowers engine during the fifth stroke water is
injected into the cylinder and converted to steam which is used for expansion and the sixth
stroke eliminates the expanded vapors through the exhaust manifold. But here the difference is
that in the fifth stroke, instead of water, air from an air filter is sucked into the cylinder through
a secondary air line provided at the exhaust manifold. In the sixth stroke, a mixture of this air
and unburned gases are pushed out through the exhaust valve.

4.2 Engine parts modified

1) Cam shaft / Crankshaft Sprockets

In the six stroke engine the crankshaft has 1080 degrees of rotation for 360 degree
rotation of the camshaft per cycle. Hence their corresponding sprockets are having teeth in the
ratio 3:1.In the original four stroke engine the teeth of the sprockets of the crankshaft and the
camshaft were in 2:1 ratio. The 34 teeth sprocket of the four stroke engine camshaft was
replaced by a 42 teeth sprocket in the six stroke engine. The camshaft sprockets were also
replaced from 17 teeth to 14 teeth to convert the four stroke engine into six stroke engine.

2) Cam lobes
In the six stroke engine the 360 degrees of the cam has been divided into 60 degrees
among the six strokes. The valve provided at the exhaust has to be kept open during the fourth,
fifth and the sixth stroke. The cam has been made double lobed in order to avoid the hitting of
the exhaust valve with the piston head. The profiles of the exhaust and the inlet cams have been
shown in the figure 4.1.

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Figure 4.1: cam lobes

3) Valve Timing
The valve timing of the four stroke Honda engine has been changed. The inlet valve
opening (IVO) is 0° at TDC, same as that of the four stroke Honda activa engine. Inlet valve
Closes (IVC) at 25° after BDC, same as that of the four stroke engine. Exhaust valve opens
(EVO) 0° at BDC, which in the original engine was 25° before BDC. Velozeta reduced this 25°
advanced opening of exhaust valve to extract maximum work per cycle. Exhaust valve closes
10 degree before TDC in order to prevent the loss of air fuel mixture through the exhaust valve.
Two reed valves have been provided for the proper working of the engine.

4) Secondary Air Induction System

The secondary air induction system, supplies the air which is used during the fifth and
sixth stroke. During the fifth stroke air from the air filter is sucked into the cylinder through the
secondary air induction line. The reed valve opens to permit the air flow. During the sixth
stroke, the air is removed through the exhaust manifold. The reed valve opens and the reed
valve closes during this stroke. The inlet valve remains closed during these strokes.

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CHAPTER 5

WORKING OF VELOZETA SIX STROKE ENGINE

The detailed working of the six stroke engine has been explained by using figures 5.1-5.6,
which give explanations regarding the each stroke. A detailed label of the engine parts has been
given. The working of the engine is as follows. Also the detailed label of engine parts in the
figures is given allow.

Detailed Label of Engine Parts

1. Rings

2. Inlet Manifold

3. Cylinder Head

4. Cam shaft

5. Cam Lob No.1

6. Inlet valve

7. Sprocket 42T

8. Rocker Arm

8.1. Inlet Rocker arm

8.2. Exhaust Rocker arm

9. Head Cover

10. Cam Lob no.3

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11. Exhaust valve

12. Cam Lob No.2

13. Exhaust Manifold

14. Spark plug

15. Cylinder

16. Piston

17. Connecting rod

18. Timing Chain

19. Sprocket 14T

20. Crank

21. Secondary air induction unit

22. Reed valve (One way valve)

23. Reed valve (One way valve in Exhaust manifold)

24. Air filter

25. 42T sprocket holder

26. Bearing

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5.1 First stroke

During the first stroke the inlet valve (6) opens and air-fuel mixture from carburetor is
sucked into the cylinder through the inlet manifold (2).

Figure 5.1: First Stroke

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5.2 Second stroke

During the second stroke, piston moves from BDC to TDC, both the inlet valve (6) and
exhaust valve (11) are closed and the air-fuel mixture is compressed. The compression ratio of
the modified engine is same as that of the original four stroke Honda engine 9:1.

Figure 5.2: Second Stroke

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5.3 Third stroke

During the third stroke, power is obtained from the engine by igniting the compressed air- fuel
mixture using a spark plug (14). Both valves remain closed. Piston moves from TDC to BDC.

Figure 5.3: Third Stroke

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5.4 Fourth stroke

During the fourth stroke, the exhaust valve (11) and the reed valve (23) opens to remove
the burned gases from the engine cylinder. Piston moves from BDC to TDC.

Figure 5.4: Fourth Stroke

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5.5 Fifth stroke

During the fifth stroke, the exhaust valve (11) remains open and the reed valve (23) closes.
Fresh air from the air filter (24) enters the cylinder through the secondary air induction line (21)
provided at the exhaust manifold (13). The reed valve (22) opens.

Figure 5.5: Fifth Stroke

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5.6 Sixth stroke

During the sixth stroke, the exhaust valve (11) remains open. The air sucked into the
cylinder during the fifth stroke is removed to the atmosphere through the exhaust manifold (13).
The reed valve (23) opens and the reed valve (22) closes.

Figure 5.6: Sixth Stroke

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CHAPTER 6

RESULTS
6.1 Performance test results
Two tests i.e., Engine load test and Pollution, test was conducted on the six stroke
engine and on the same four stroke engine from which the six stroke was developed.

Experimental Procedure

The same engine was altered as four stroke and six stroke to perform the experiments. Load test
and pollution test were conducted. The load test was conducted using brake drum
dynamometer. The final drive shaft from the engine to the wheel was used for loading during
the experiment. The engines were tested for 320rpm a nd 64 0r pm under the same loading
conditions. The time for consumption of 10cc of the fuel was noted during the experiment. The
% vol. of CO in exhaust gas during idling was tested to check the pollution level of the engines.
The results of load test and pollution test have been tabulated in table (1) and table (2)
respectively.

6.2 Load test results

Table 6.1: Load Test

N P t4 t6 TFC4 TFC6 TFC

(rpm) (kg) (s) (s) (kg/hr) (kg/hr) Redn.
%
0 88 95 0.302 0.280 7.36

320 4 83 92 0.321 0.289 9.81

8 78 90 0.341 0.296 13.32

10.5 75 84 0.355 0.317 10.72

13.5 71 78 0.375 0.341 8.98

0 58 62 0.459 0.429 6.46

640 4 52 54 0.512 0.493 3.70

8 47 49 0.566 0.543 4.09

10.5 44 39 0.605 0.683 -12.81

13.5 42 35.5 0.634 0.750 -18.32

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6.3 Pollution Test Results

4 stroke engine 6 stroke engine % Pollution

Redn.

0.92 0.32 65.2

6.4 Graphs

Graph-6.1: Bp Vs TFC & SFC at 320rpm

Graph-6.2: Bp Vs TFC & SFC at 640 rpm

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CHAPTER 7
ADVANTAGES OF THE ENGINE

 Reduction in fuel consumption

 Dramatic reduction in pollution normally up to 65%

 Better scavenging and more extraction of work per cycle

 Lower engine temperature - so , easy to maintain the optimum engine temperature level
for better performance

 Less friction – so , less wear and tear

 The six-stroke engine does not require any basic modification to the existing engines

 All technological experience and production methods remain unaltered

 Higher overall efficiency

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CONCLUSION
The six stroke engine modification promises dramatic reduction of pollution and fuel
consumption of an internal combustion engine. The fuel efficiency of the engine can be
increased and also the valve timing can be effectively arranged to extract more work per cycle.
Better scavenging is possible as air intake occurs during the fifth stroke and the exhaust during
the sixth stroke. Due to more air intake, the cooling system is improved. It enables lower engine
temperature and therefore increases in the overall efficiency.

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